BMW Motorcycle Recall

A 2004 model BMW motorcycle crashed in Spain last August, and BMW believes a cracked flange to be the culprit. They are now calling for a global recall of mostly single-sided swing arm models (the rider and passenger from that crash are fine).

BMW single-sided swing arm models use an aluminum flange that hold the wheel to the swing arm. An over tightening of this flange can cause it to crack and fail; therefore, causing the rear wheel to come loose from the motorcycle. Dealers will simply replace the rear aluminum flange with a steel one for free.

If you have one of the models listed below, check your rear flange for cracks. If there aren’t any, then it’s safe to ride the bike to your local dealer for the recall.

The recall includes:

2005-2010 R1200GS and R1200RT,

2006-2010 R1200GS Adventure

2007-2010 R1200R

2007 R1200S and K1200R Sport

2005-2007 R1200ST

2008-2009 HP2 Megamoto

2006 HP2 Enduro

2008-2010 HP2 Sport

2005-2008 K1200S

2006-2008 K1200R and K1200GT.

2009-2011 K1300S

2010-2011 K1300R

2009-2010 K1300GT

BMW has only listed one incident where this has happened... so... They also didn’t say how much the settlement was for either, but that’s none of our concern.

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RideApart Review: 2015 Suzuki V-Strom 1000 ABShttps://rideapart.com/articles/suzuki-v-strom-1000-review
https://rideapart.com/articles/suzuki-v-strom-1000-reviewhttps://rideapart.com/articles/suzuki-v-strom-1000-review#commentsTue, 31 Mar 2015 06:00:55 -0700I’m always searching for a bike that can do everything. Ever since I first rode an adventure bike back in the 1990s (a Triumph Tiger 900), I’ve been convinced that the tall, slim, athletic bike was the ticket. On an adventure bike, I can commute, lane shareFrontlinesReviews
I’m always searching for a bike that can do everything. Ever since I first rode an adventure bike back in the 1990s (a Triumph Tiger 900), I’ve been convinced that the tall, slim, athletic bike was the ticket. On an adventure bike, I can commute, lane share (in my home state of California), tour, and even do a little bit of dirt road exploration. Adventure bikes are the Swiss Army knives of motorcycling. Maybe they’re not the best at any one task, but they are so useful right out of the box that it seems petty to complain about the plastic toothpick.

The Suzuki V-Strom has had my attention ever since its debut in 2002 as the DL 1000 V-Strom. The V-Strom 650 joined the lineup in 2004, and benefited from a major makeover for 2012. 2014 was the V-Strom 1000’s year for a major update that touched virtually every aspect of the bike. I got a chance to spend some time with the 2015 V-Strom 1000 ABS, plugging it into my routine as my everyday motorcycle for over a month.

Drawing another analogy, adventure bikes are a lot like SUVs. You have to drive an SUV before you can evaluate or appreciate its appearance – SUVs rarely win design competitions, and they don’t generally turn heads in stock form. But spend some time in a good SUV, like a Toyota 4Runner for instance, and you begin to appreciate the way those slab sides aid in maneuverability, and how that flat hood helps you to judge the distance between your grille and an obstacle. Over time, this appreciation of function turns into an appreciation for form – at least it does for me.

The same thing happened with the V-Strom and me. At first, its tall stance, stacked headlights and beak looked odd and gangly to me. I didn’t fully appreciate its lack of ornamentation, seeing its matte surfaces and plastics as ordinary. In time though, the looks grew on me because the bike possesses a ruggedness that isn't flashy. It shows off its most important component, its engine, and makes no effort to hide its frame and subframe behind body panels. A simple LCD and analog dash gives all the information necessary–nothing extra. A convenient weather-sealed 12-volt outlet lives right below the dash. This is an honest bike, with maintenance parts (oil filter, chain) easily accessible and neatly displayed. Form following function is its own kind of beauty.

Engine

A fuel-injected, liquid-cooled V-Twin engine powers the V-Strom 1000 ABS, and it displaces at 1,037cc. Suzuki doesn’t release horsepower or torque figures, but most sources have rated the engine at about 90 hp and 67 lb-ft of torque. Peak horsepower arrives at around 8,200 rpm, torque hits 50 at about 2,000 rpm, and ramps up to peak at about 3,800. In real world terms, that means that the bike pulls smoothly off of idle, especially with the new slipper clutch, and builds momentum predictably right up the line.

I noticed that off-idle throttle was a little tricky, requiring a smooth hand to avoid a jerky start. With practice and familiarity, I was able to conquer this and could live with it. A dyno tune and ECU flash would probably be a good experiment for owners. With a six-speed transmission and chain final drive, there’s plenty of latitude to shift according to your own riding style. In heavy traffic, the torque curve allows for minimal shifting between the lower gears, and power to pass and squirt through traffic is always on tap. When the road eventually opens up, you can shift into the upper gears for lower revs and a smoother ride. It’s a very smooth ride, and with the stock 2-into-1 right side exhaust, the V-Twin growls at a nice pitch. This isn't an engine that demands close attention to the tachometer. You can just ride it by sound and feel, and have the confidence that the right gear is always close by.

The Ride

Riding the V-Strom proved to be truly enjoyable. We had an unexpected period of rain here in Southern California during February, and I had the opportunity to take the V-Strom out on the highway several times in downpours (not always by choice). The 19” front/17” rear wheels were wrapped with Bridgestone Battle Wing rubber that were most suited to the road, and performed well in the wet. The stock windscreen is manually adjustable for three angles of tilt, and can be moved with tools into upper and lower positions. I discovered that the upper position and minimum tilt provided the best wind protection, with minimal buffeting of my helmet. The tiny fairing and shield didn’t do a great job of keeping me dry, but I didn’t expect that anyway. I think that the beak and front fender split the road spray away from me because my body and legs didn’t get overly saturated with dirt.

In nicer weather, I spent some time on the back roads and canyons just riding for fun. I had no problems with cornering clearance, even though the foot pegs are rather low. The V-Strom is eager to lean into turns and tracks beautifully on a smooth road. Rougher stuff doesn’t upset the bike either since the suspension soaks up the bumps.

On longer rides, the seating position was just right for me at 6’2” with a 32” inseam. I was never cramped, never tired, and only started to think about the seat after about 100 miles in the saddle. I didn’t spend much time riding with a passenger because the tall rear seat intimidated my wife, who stands at 5’3.” She took one look at it and decided that she’d wait until the next cruiser or touring bike rolled around.

The V-Strom’s fuel capacity is 5.3 gallons–down a bit from the previous generation’s capacity. I averaged a little over 42 miles per gallon during my time on the bike, which puts the V-Strom’s range at over 200 miles.

Chassis/Suspension

The V-Strom’s chassis felt very rigid and didn't introduce any anomalies into its handling. Gold-anodized front forks are the inverted telescopic type with coil springs and oil damping with no adjustability. The rear suspension is a link type with a single oil damped coil spring that is manually dial-adjustable for preload. Travel is long on both ends, as typical of this style of bike. Twin disc brakes handle the stopping in the front, and a single disc works on the rear.

Technology

The big technology feature on the V-Strom 1000 ABS is three-setting traction control, which is adjustable via a switch on the left handlebar and displayed on the dash. The three settings (Off, 1 and 2) can be selected when the bike is at a stop. One is for normal riding; 2 is for rain and slippery conditions. Having the traction control off can be useful on dirt and in off-road situations. I experimented with all three settings in the appropriate conditions, and there were times when I was very glad to have the confidence of setting 2 when riding in the rain. Once I got comfortable with the setting, I could brake harder without worrying about locking up the wheels on slick pavement. Traction control isn’t a magic wand for tough conditions, but it definitely comes in handy when you’ve got to ride and the weather isn’t cooperating. I didn’t spend a lot of time off-road on the V-Strom because that’s just not my thing. I did explore a few dirt and gravel roads, and discovered that the narrow tank made standing on the pegs very easy.

Ergonomics

As I’ve already mentioned, I really appreciated the legroom on the V-Strom. With my 32” inseam and the bike’s 33.4” seat height, swinging a leg over took a little bit of concentration and effort, but I could sit nearly flat-footed at a stoplight. Thanks to smooth operation and easy pull, I found all of the hand controls on the bike very comfortable, even on longer rides. The control layout is pretty standard with turn signals on the left switch, a trigger bright headlight switch, and a simple multi-function control toggle and horn button. The right handlebar houses the expected kill switch, starter and hazard light control–all easy to operate in heavy gloves.

Fortunately, I didn’t drop the V-Strom, but if I did I’m pretty confident that I could get the 502-lb bike back on its wheels by myself. Pushing the bike around the garage was a breeze thanks to good balance and broad handlebars, which are tubular and relatively flat. They work perfectly with the upright seating position, and would be easy to swap out the bars for a more custom fit.

The Price

As delivered, the 2015 Suzuki V-Strom 1000 ABS comes with a $12,699 price tag. There’s an Adventure version of the V-Strom 1000 ABS that includes an under cowl, hand guards, touring windscreen, side cases and mounting brackets, and accessories bars bolted on to the same basic bike. This comes in at a base MSRP of $13,999.

The Verdict

My search for the perfect do everything bike continues, and the V-Strom 1000 ABS is now on my list for consideration. I would probably lean toward the Adventure version in favor of its hard bags and out of the box carrying capacity, but maybe not. The slim V-Strom profile combined with tall seating position really rocked commuting duty and that’s the bulk of my riding nowadays (unfortunately).

I’d also consider the competition, like the new Kawasaki Versys 1000, Yamaha FJ-09 and Super Ténéré. I’d also have to think hard about stepping up to a BMW R1200GS, a KTM 1270 Adventure, Ducati Multistrada or my old introduction to ADV bikes, the Triumph Tiger. But price plays a huge role in my purchase consideration, so the bigger, more expensive bikes would probably lose out. I might also be tempted to look at slightly smaller displacement bikes too, like the Suzuki V-Strom 650 ABS, BMW F 800 GS, Triumph Tiger 800 XC and even that eternal sleeper, the Kawasaki KLR 650.

If you’re a real adventurer and your rides are more off the map than on the street, I suspect that this review will not turn your head. If you’re a rider who needs a solid commuter with additional capability, you’d do well to consider the Suzuki V-Strom 1000 ABS.

Gear

The Rider

Every rider has his or her own style, size and weight. We decided to put things in perspective and show what each reviewer weighs and their experience.Weight: 260 lbsHeight: 6’2”Build: broad shouldered, tall, heavy buildExperience: riding on the street for over 30 yearsSpecialty: motorcycle touring, cruisers

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KTM Introduces Duke 250 and RC250https://rideapart.com/articles/ktm-introduces-duke-250-rc250
https://rideapart.com/articles/ktm-introduces-duke-250-rc250https://rideapart.com/articles/ktm-introduces-duke-250-rc250#commentsMon, 30 Mar 2015 12:14:07 -0700Take an RC390 and drop the displacement to 250CC, change the gear ratios and lower the price. Enter theNewsHFL
Take an RC390 and drop the displacement to 250CC, change the gear ratios and lower the price. Enter the RC250.

Now, do the same thing to the Duke 390 and you have the Duke 250. Designed with the European, Japanese and Indian markets in mind these bikes could be a huge seller in other markets... but we may not see them there. We also probably won’t see these beauties in the US of A either, but we aren't sure just yet.

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3 Things You Missed This Weekend: Rossi Wins, Ducati's Comeback and is Pedrosa Done? https://rideapart.com/articles/weekend-wrap-rossi-wins-ducait-comeback
https://rideapart.com/articles/weekend-wrap-rossi-wins-ducait-comebackhttps://rideapart.com/articles/weekend-wrap-rossi-wins-ducait-comeback#commentsMon, 30 Mar 2015 10:34:42 -0700For those of you living under a rock a lot happened in the world of motorcycling this pastDailiesNews
For those of you living under a rock a lot happened in the world of motorcycling this past weekend.

Rossi Wins!

Courtesy MotoGP

At age 36, Valentino Rossi is supposedly washed up, past his prime, and no longer able to compete. Apparently the G.O.A.T. (greatest of all time) didn't get the memo and decided to win the 2015 season opener MotoGP race in Qatar.

This was his 83rd premier class win over second place Andrea Dovizioso—beginning his 20th season racing Grand Prix with style. If you haven't watched the race you need to. It's a showcase of riding. On one side, there's the gracefulness of the Yamaha ridden aggressively by Rossi, and on the other, there's the brute power and braking of the Ducati that Dovi rode. Even knowing the winner, you will find yourself on the edge of your seat until the last lap.

Ducati returns to glory.

After a miserable few years at Ducati—including a not so stellar campaign with Valentino Rossi—they have returned to racing form. The GP15 designed by Gigi Dall'igna is nothing short of transformative compared to the most recent Ducati offerings. The brute power is still there, but now it handles as well. Dovizioso was able to run the entire race at full speed and didn't seem to worry about tires. To see Ducati fight for the win and push Yamaha right to the checkered is a very promising sign of good things to come.

Pedrosa done for the season?

Some not so positive news is coming out of the HRC garage. Dani Pedrosa is still suffering from arm pump. In the course of the last few seasons, the Spaniard has undergone multiple surgeries for the condition.

In simplest terms, arm pump is due to blood not flowing out of the arm area quickly enough for new oxygen rich blood to flow in. This ultimately causes a lactic acid build up. If you have ever lifted weights or exercised, this is what many people call muscle failure. Pedrosa was advised not to have additional surgery during the off season and it turns out that may be working against him. We will have to wait and see what happens during his lay off.

Follow RideApart on Facebook and Twitter, along with @RideApart on Instagram.

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Too Much Too Soon? When to Upgrade to a Bigger Sportbikehttps://rideapart.com/articles/upgrade-to-a-bigger-sportbike
https://rideapart.com/articles/upgrade-to-a-bigger-sportbikehttps://rideapart.com/articles/upgrade-to-a-bigger-sportbike#commentsMon, 30 Mar 2015 07:36:38 -0700Of course, the answer to the question, when you should upgrade to a bigger sport bike, is subjective. Some people start off on 1000cc motos, and for others it isn’t a problem to hop on to a bigger bike after a few months riding a smaller displacement one.Hell For LeatherHow ToSkillsSafetyLists
Of course, the answer to the question, when you should upgrade to a bigger sport bike, is subjective. Some people start off on 1000cc motos, and for others it isn’t a problem to hop on to a bigger bike after a few months riding a smaller displacement one. But for anyone who asks me my opinion on the matter, I just tell them my story since it’s the case of too much too soon.

I took the MSF course in August of 2011, and soon after purchased a 2009 Kawasaki Ninja 250R in September. It was a clean bike, however it was black. As a noob and coming fresh from the MSF course, I was a bit worried that I wouldn’t be visible to other drivers, but in the end it was fine. What was a more dangerous than the color of the bike was that I didn’t have head to toe gear—I had a Bilt helmet, dirt bike gloves, jeans, and Steve Madden boots when I started riding. How I would have chastised myself then.

I would say I was a complete squid here. However, today I view this is totally unacceptable riding gear

What’s important to note is that I lived in New Orleans, LA at the time. So all the roads I learned riding on were flat, temperatures in the area were suitable for Satan, and there was absolutely no lane splitting. Even though my gear was scarce, I was actually better off than most who rode around in a wife beater, shorts and sneakers.

The good thing about not being able to lane split was that I was able to learn how to smoothly get out of 1st gear and learn how to use the brakes. This was a slow process, and one I didn’t have down entirely, but ignored it and I hopped on the interstate for the first time less than a week of having the ninja...while it was raining cats and dogs. Let’s say I was a little too adventurous at the time.

I moved to California in November that year and didn’t get settled in with the bike until January 2012. That month I also joined a group ride meetup. I realized not only was I the one with the smallest bike there, but also the least experienced. However, I managed to keep up on my little lawnmower—always the last bike—and managed not get left behind and lost.

I tried to keep up with the bigger, more powerful motos!

After two months of California riding, I knew I was going to get a bigger bike eventually, but due to finances, I figured it would be at least a year. Bummed about the thought, I decided to play pretend and headed over to a dealership where they sold Kawasaki, Suzuki, and Honda motorcycles and sat on a few bikes. Prior, I barely even sat on a big sportbike, so I really wanted to get a feel of the different styles these brands had to offer.

Well, as you probably already guessed, this wasn’t a great idea. The salesman approached me, trying to sell me on the Suzuki GSX-R. Of course, he didn’t need to sell me on it, I wanted a big bike, but felt I wouldn’t get approved for the financing. But I somehow did, and I forwent the GSX-R600 because I wanted a black bike, and that color was only available on the GSX-R750s.

I’m now on a brand new Gixxer 750 in the parking lot of the dealership and didn’t really know what to do—it was like I all of sudden forgot how to ride a motorcycle. Even just gently rolling on the throttle intimidated the hell out of me, but I went forth to hit the roads. And again, as you already guessed, it didn’t go so well. Getting on the throttle or stopping the bike went okay, but where I failed was at counter-steering the bike, twice. Yes. My friend and I took a wrong turn twice, and I laid my brand new 2011 GSX-R on the road twice. The second time I was livid with myself and started throwing my gear like my gloves and jacket before sitting down on the side of the road and pouting like a toddler (I know, #firstworldproblems).

A picture of my Gixxer when I first bought it (and after my first ride on it). Thank goodness for Instagram filters— there were a few scratches on the bike that are hardly noticeable in this picture.

I simply didn’t have a good feel for the bike, it was definitely more top heavy the ninja 250 so, of course, I made a counter-steering fail. As a result, I scratched up the fairing and broke the brake lever to my brand spanking new motorcycle. I went back to the dealership afterwards to buy a new lever and everyone there felt bad for me.

So hopefully I didn’t bore you too much with my story, but it’s important that I tell it so you can get an idea of where you are in your riding—especially if you're pretty new to riding and dying to get off the little displacement bike.

Ultimately, you don’t want this to happen to you because it’s dangerous. I was lucky that I only hurt the bike and not myself. Don’t look into a bigger motorcycle until you’ve done the following:

1. Proper gear. Being a squid isn’t doing you any favors. That’s the only thing I did right after I bought the bigger bike—invested in head-to-toe gear to along with it.

2. Parking lot drills. There are advanced track classes I’ve been too where they still stick you in a parking lot prior in order to work on skills like trail braking and counter-steering. It's crucial to constantly work on the basics when you find an empty lot.

3.Feel confident and comfortable. I thought I was confident on the ninja, but looking back on it, I realized there were situation where wasn’t smooth on the brakes or letting out the clutch.

4.Ride, ride, ride. Going off number four, in order to feel confident you need to ride—new routes, old routes, on the track, on the dirt and everything in between.

5. Go with someone. A noob mistake a made was going to roads in the middle of nowhere outskirts of New Orleans. Oh, how I would have chastised myself again back then. If I would have gone with someone from the beginning, I would have been able to know when I was riding over my head from the get-go.

While look what we have here. Head-to-toe gear (hey, that rhymed!)

So you did all of the above and are now sitting high and mighty on your new bigger cc bike. What should you do now? Repeat steps one through five mentioned above, that’s what. You are now on a unfamiliar piece of machinery that you must learn and master. I’m convinced there’s no cap to getting better at riding.

This isn't by any means an all inclusive list. Anyone have some additional pointers to add for anyone looking to go big?

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Do they fly or fall? We Review the Bridgestone Trail Wings Tires https://rideapart.com/articles/fly-fall-bridgestone-trail-wings
https://rideapart.com/articles/fly-fall-bridgestone-trail-wingshttps://rideapart.com/articles/fly-fall-bridgestone-trail-wings#commentsFri, 27 Mar 2015 13:00:03 -0700Keep the rubber side down and the shiny side up is often said between parting riders. What does it mean? It's a reminder that in order for a rider to be careful, they need to have the rubber (tires) on the ground in order to beReviewsSafety
Keep the rubber side down and the shiny side up is often said between parting riders. What does it mean? It's a reminder that in order for a rider to be careful, they need to have the rubber (tires) on the ground in order to be safe.

Tires come in all different varieties—race, street, off road. These types of tires also come along with a multitude of options depending on surface type, heat, motorcycle style etc. We previously reviewed the Bridgestone Battle Wing tires, and also had the opportunity to also check out the Trail Wing offering.

Dry Weather

The good is that the Trail Wing (TW302) tires are large knobby tread tires with good grip from edge to edge. The bad is that those edges prevent aggressive lean angles on the street; therefore, they are definitive limiters to a fun time. There is some low speed roughness and movement to the tread, but that's normal for a tire with an open lug pattern like these.

The Trail Wings also have good acceleration grip, braking performance that stops predictably and safely, and handles well through the corners. These are examples of choices you'd need to make as a tire buyer—and, at times, there are certain compromises needed to be made in order to obtain off road performance.

Wet Weather

Wet weather performance is outstanding. Because you're already taking it easier on pavement, there is little loss of performance when compared to the dry. Those open lugs move water effortlessly, and other than creating the largest roost on this side of a Jet Ski, you will have no issues crossing water hazards and keeping the bike upright in the wet.

As always, performance drops off as conditions deteriorate, but with a limited lean angle anyway, you don't miss it like you would on a super sport tire. The rubber compound is soft enough it heats up nicely and maintains traction easily in all but the very worst conditions. They do throw a lot of water on the rider, so having good water proof gear is a must, especially boots.

Mileage

There are a couple thousand miles on these and I'm happy to report they are wearing well. It has even tread wear with no chunking or tearing of the tread, which can be a common problem when running a 50/50 tire on the street.

Off Road

The Trail Wings are a 50/50 tire. This means, in theory, they are good for both environments. In truth, however, they're a pretty heavy compromise for a street tire, but make up for it in the dirt. Ride it as hard as you like and they simply grip when needed and slip when you want it to. Those large lug voids allow the tire to clean itself in sloppy wet muck, and while they throw gravel around, they dig in and grab for traction really well. They even perform admirably well in wet grass! Although the spousal unit did not appreciate the ability to create a dirt rooster tail very much.

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Casey Stoner to Race on Two Wheels Again https://rideapart.com/articles/casey-stoner-race-two-wheels
https://rideapart.com/articles/casey-stoner-race-two-wheelshttps://rideapart.com/articles/casey-stoner-race-two-wheels#commentsFri, 27 Mar 2015 12:50:09 -0700If you’re a fan of MotoGP, it’s safe to say you know who Casey Stoner is. The 29 year-old former two-time MotoGP Champion retired in 2012 expressing that he didn’t have the same passion for the series as he once did. He also stated that he wanted to spendNewsRacingReal Racers
If you’re a fan of MotoGP, it’s safe to say you know who Casey Stoner is. The 29 year-old former two-time MotoGP Champion retired in 2012 expressing that he didn’t have the same passion for the series as he once did. He also stated that he wanted to spend more time with family. Since his retirement, Stoner went on to race V8 supercars, which didn’t last very long.

Luckily, he still has a passion for the sport itself. Today, Stoner fans have a reason to rejoice as the Honda Racing Corporation announced he will be taking part in the Suzuka 8 Hour endurance race in July. He will be riding a factory-backed Honda and also working with World Superbike racers Michael van der Mark and Takumi Takahashi.

“After riding the bike in Sepang a few months ago, I’ve been speaking closely with Honda about the possibility to take part in Suzuka,” Stoner said.

“It’s always been an event I wanted to do and something I was never able to consider when I was racing in MotoGP, due to our busy schedules, so I’m really looking forward to taking part!“The bike is very different to a MotoGP machine, but it will be a new challenge and a chance for me to try something new and unlike what I've been used to in my racing to this point.

“I've been impressed with Michael van der Mark this season and Takumi Takahashi has a lot of experience on this machine, so I'm looking forward to hearing their comments and working together with them in preparation for the July race. Now I need to concentrate on my training to be ready for the race.”

Stoner won his first MotoGP championship in 2007 for Ducati Corse, and took his second championship title in 2011 racing for Repsol Honda.

Someone break out the champagne! It’s going to be great seeing Stoner race on two-wheels again.

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Meet The Mufflers - An All-Female Motorcycle Group https://rideapart.com/articles/mufflers
https://rideapart.com/articles/mufflershttps://rideapart.com/articles/mufflers#commentsFri, 27 Mar 2015 06:00:53 -0700Meet "The Mufflers"—an all female riding group that believes in safety, education, confidence and empowerment for womenReal Riders
Meet "The Mufflers"—an all female riding group that believes in safety, education, confidence and empowerment for women riders.

We got to spend some time with the women (and male attendees) of The Mufflers this past weekend at a beginners tech session. The idea behind the tech session was to teach their members basic maintenance and give them the ability to diagnose mechanical issues on their motorcycle.

The Beginning

Travel back a scant four years. Mare, one of the founders, was riding with her dad quite often when one day she met another woman who rode, which led to meeting another woman rider and the next thing you know the idea for a riding club formed. That's pretty much the formula for every good riding club around.

Usually when it comes to a group, the core (in this case, six) people are always involved and the club ebbs and flows as people come and go. This is not a surprising way to manage things when the members are graphic artists, photographers, actresses and models.

One of the aspects I really loved about the group is that men are completely welcome to ride, hang out and participate, but aren't official members. It keeps the club more comfortable for the ladies and creates a laid back environment for new women to join and not feel that competitive pressure.

Speaking of new women riders and being laid back, this is where The Mufflers excel. Mare makes sure she takes time with each new rider and works with them on two wheels before they start riding in the group. This generates another level of comfort for new prospective members and gives them a sense of of being all-inclusive

The Goal

While there is no manifesto, the goal is really to have fun. There are, however, some clear cut intentions: improve their riding skills, empower women riders, educate women riders and create an environment that fosters education, safety, and above all that fun… that's worth repeating.

When I visited with them at a little garage in Baltimore, I met one guy who was a mechanic at a local BMW dealer. He was one of the teachers at the tech session, going over the mechanical basics of a motorcycle—naming each part and explaining what they were and how they worked.

They have another teaching session that delves deeper into each item so that every rider has a better understanding of what's going on when it comes to their bike. It's this push for education that makes what The Mufflers do such a positive influence in the motorcycle community.

There were handouts, notes taken and the level of attention that every person displayed showed how much they all cared about what they were learning.

The Future

To quote Tom Petty, "the future is wide open," and the focus will be on improving gear for women, educating women on how motorcycles work and, of course, riding—the limits are only what they impose on themselves.

On top of being riders, The Mufflers are also artists, musicians and free spirits, and they hold an art event the last weekend of May in Baltimore, MD. If you're in the area, you should go check it out!

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Ride Like a Cop - The 2015 Urban Adventure LA From Aether Apparel and RawHyde Adventureshttps://rideapart.com/articles/ride-like-cop-2015-urban-adventure-la-2015-aether-apparel-rawhyde-adventures
https://rideapart.com/articles/ride-like-cop-2015-urban-adventure-la-2015-aether-apparel-rawhyde-adventureshttps://rideapart.com/articles/ride-like-cop-2015-urban-adventure-la-2015-aether-apparel-rawhyde-adventures#commentsThu, 26 Mar 2015 13:00:52 -0700Although I arrived on time, Aether Apparel was already packed with more BMW GS’s than I’d ever seen in one place. Each one was individualized and had differing shades of dirt worn like badges of honor. While the GS was the majority, there were all kinds ofSkillsSafetyReal RidesTravelReal Riders
Although I arrived on time, Aether Apparel was already packed with more BMW GS’s than I’d ever seen in one place. Each one was individualized and had differing shades of dirt worn like badges of honor. While the GS was the majority, there were all kinds of bikes: old and new, sport and touring. We were there for a day of urban riding and learning with Aether Apparel, RawHyde Adventure, and LAPD instructors with the Urban Adventure LA ride.

We met early Sunday morning at the Aether Apparel flagship store in the center of Los Angeles, which is located on a block dedicated to high end fashionable clothing and furniture. The front entrance was welcoming like a ship with its gangway lowered, and surrounded by a crowd of people who were all ready for, "a day of urban motorcycle riding and technical skill training."

This was the second year Aether Apparel, who has made a name for itself with its technical and sophisticated designed gear for extreme adventures (motorcycling being just one) and RawHyde Adventures, which is famous for their adventure tours and technical off-road training, have teamed up for the Urban Adventure. Together they planned a day that had the promise of being educational, well conceived, and most importantly fun.

The Urban Adventure Ride

The anticipation grew as Jim Hyde, the founder of RawHyde Adventures, led the pre-ride briefing with his natural, confident and charismatic style. He explained that the day was to be divided into three sections: a morning ride designed by Michael van Vliet of Aether Apparel, police cone drills with motorcycle trainer Officer Kerry Schilf from the Los Angeles Police Department and RawHyde Adventure’s top secret Urban Adventure “debris field” obstacle course competition with RawHyde’s staff of trained riders. Once the morning briefing was complete, nearly 100 riders quickly returned to their bikes, geared up, and took to the streets. The morning ride explored “some of the best riding roads of the city,” which were new for most riders.

Most of the devised route was dotted with fluorescent yellow sheets of paper with arrows, so I only lost my way a couple times. Part of the fun of a group ride is getting lost and finding your way again, and the detailed cheat sheet along with my familiarity of the area made it easy get back on course.

As we weaved through the tucked away neighborhoods of Silver Lake, Glendale, Pasadena, Mount Washington, and Highland Park, I was reminded of how lucky I am to live in a city nestled into such beautiful vistas. There were sections where if you widened your view from the narrow and twisting roads, you could be transported to remote roads in the middle of a picturesque European village rather than Los Angeles just a few miles from home in the varied landscapes, vegetation, and views as the morning sun cast a beautiful glow on the still city.

Sarah Lahalih, Urban Adventure LA Ride 2015

How to Ride Like a Cop

As we made our way over the 6th Street Bridge, the ride culminated with the dramatic northern view of Downtown LA’s skyline against the San Gabriel Mountains. We turned into an adjacent parking lot where two revitalized brick warehouses stood. The Aether Airstream—a pop-up shop—greeted us, decked out with comfortable places to sit and cold refreshments. Bikes filed in and lined up neatly, leaving a large empty space where Officer Kerry aranged cones for his motorcycle police training drills.

Officer Kerry’s knowledge, skills, and wit kept our attention as he introduced and explained his four cone drills. While narrating and navigating his large GS through the difficult drills smoothly and effortlessly he offered up many pearls of wisdom. “To ride like a cop,” we learned we needed to “ride in control and maneuver small areas using only clutch and throttle control with eyes up and back, lock to lock.” The secret to precision riding is “to took past your obstacle and to put your eyes where you want to be.”

His police officers are trained not to use the brake, and to only use the clutch to control speed. They control speed without revving the engine, but by manipulating the friction point/zone, and blipping the throttle to keep upright. He invited us to ask him any questions we may have, as long as it wasn’t to talk about a ticket, he’s “not that guy.”

As the first group headed out, I watched and visited with friends. After lunch I hit the cone drills, fed and hydrated, they didn’t stand a chance. Weaving through the first drill of the closely spaced cones in a row with my Husqvarna Strada 650 was harder than it looked, and the first time through I put my foot down a few times. I lined up again and did it over and over until I got it.

Another drill was a narrow pathway of cones that met the fence abruptly and forced a sharp turn. With a decisive turn of my head with bars locked, my svelte Husky turned easily, and I completed 90-degree turn smoothly a few times. I kept at it until it was time for the third and final section of the day: RawHyde Adventure’s Urban Assault competition of the top-secret ‘debris field’ set up inside two different warehouses.

The Debris Room and Teeter Totter

Before the competition began, Jim Hyde explained the scoring of Urban Assault and gave a few pointers. “Do not launch. Look where you want to end up. Look past your obstacle. These are the secrets to precision riding.”

“One last thing,” he explained, “there is a teeter totter. You will not be scored on it. Only do it if you are comfortable. If not, go around it. If you do decide to do it, look through it. Go over it in a steady speed. Not too slow. Not too fast. There will be two spotters on either side, just in case a rider looses balance.” The anticipation was invigorating.

Each rider/competitor was assigned a RawHyde trainer to coach them through the course—I had the jovial Jeff Camacho. The first room was dark and added to the mystery and degree of difficulty. it was full of “debris field” objects that blurred together, some were meant to be distracting, while others depicted a meandering circuit of tight turns, narrow pathways, and figure eights. Even though I put my foot down a few times, Jeff was encouraging and offered pointers all the way through. Also, because there weren’t any spectators in this first part, it made it easier to let go of mistakes and focus on the next piece of the challenge.

With adrenaline pumping, I headed towards a burst of light that poured through a doorway leading to the next part of the course. This larger room was bathed in sunlight and filled with echoing roars from everyone watching and cheering. The shift in stimulus quickened my heart rate. I paused at the doorway to adjust. Directly in front of me was the teeter-totter confronting me like an adversary. The encouraging cheers made this challenge unavoidable—I had to face it and go over it.

Jeff was right there and told me again to look through the obstacle, to see past it to where I wanted to end up. He also told me to keep my speed consistent and to not slow down. I took a final deep breath, let the clutch out, and with a blip of the throttle was on the move. In no time, with a burst of glee from the crowd, I was up and over the teeter-totter, and suddenly gained momentum.

Like a flash, I flew—maneuvering around and over several layers of “debris field” objects and right through the door to the parking lot. My hands were shaking as I descended and turned my bike off. Returning to the warehouse, I received a huge burst of excitement and congratulations and learned that even though I skipped a section of the debris field, I had done it with skill and style!

At the end of the long day, the top three riders were determined by, slowest finisher and the one with the fewest mistakes. First place was awarded to a KTM 525 EXC Super Moto rider who chose the RawHyde Adventure’s two-day “Base Camp Alpha” gift certificate and gave it to his dad who was there spectating. Second place, was given to a BMW 1200 GS rider and who was the son of a father/son team and who only beat his dad by a few points. He chose the $500 gift certificate to Aether Apparel. Finally, third place finisher was on a 1979 Honda CB650, and took home the Spidi inflatable crash vest.

Josh Baltaxe and his third place finishing 1979 Honda CB650

The Urban Adventure LA ride was the kind of motorcycle day that you wish there were more of. It had a mixture of great riding uninhibited by traffic and hot-doggers, it included technique and training chalk full of rider wisdom, and it allowed the opportunity to hang out with friends and make new ones. Aether Apparel and RawHyde Adventures successfully executed their plan of a day that was indeed educational, well conceived, and most importantly fun. I can’t wait for the next one.

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Farewell to Dane Westbyhttps://rideapart.com/articles/farewell-dane-westby
https://rideapart.com/articles/farewell-dane-westbyhttps://rideapart.com/articles/farewell-dane-westby#commentsThu, 26 Mar 2015 09:00:31 -0700Racers ride knowing the risks on the track, motorcyclists ride knowing the risks on the street. Earlier this week that risk took the life of AMA racer Dane Westby. He was involved in a motorcycle accident near his home in Tulsa,VideoReal RidersRacing
Racers ride knowing the risks on the track, motorcyclists ride knowing the risks on the street. Earlier this week that risk took the life of AMA racer Dane Westby. He was involved in a motorcycle accident near his home in Tulsa, Oklahoma.

Dane Westby was a rider who got everything he could out of any bike on any given day. His tenacity and unwillingness to give up had earned him the nickname "The Wolverine." He also sported sideburns to match the moniker and looked a bit like the comic book character.

While his career was not the rocket ship that some other racing stars experienced, Dane was talented and driven. When he couldn't find a team to keep racing he started his own in 2013. Sponsored by Yamalube, Westby quickly got up to speed and racked up wins and podiums. You can see his drive for racing in the last two seasons in particular—he finished in the top three in points the following season.

2014 Finished the AMA Pro Daytona SportBike season 3rd Overall in points with a double win at Barber, finished with a 16-second win over 2nd place in the pouring rain at New Jersey for the win, was the first 3- time winner in 2014. Raced for Team Yamalube / Westby Racing.

2013 Placed in the top 10 in every race. Finished AMA Pro Daytona SportBike season sixth place in points.Raced for Team Yamalube / Westby Racing.

2012 Finished the AMA Pro Daytona SportBike season second-place in the points with one win (Mid-Ohio) and nine additional podiums. Only finished outside of the top 10 once in 19 starts. Raced for M4 Suzuki.

2011 Competed in AMA Pro Daytona SportBike, earning his breakout victory in Race 1 at Mid-Ohio. Finished the season seventh in the point standings. Raced for Team M4 Suzuki.

2011 Competed in AMA Pro Daytona SportBike, earning his breakout victory in Race 1 at Mid-Ohio. Finished the season seventh in the point standings. Raced for Team M4 Suzuki.

2010 Finished fifth overall in AMA Pro Daytona SportBike, took second in the Daytona 200.

2009 Finished 18th in AMA Pro Daytona SportBike standings with five top-10 finishes. Also began campaigning the SunTrust Moto-GT1 season at the halfway point, earning three poles (VIR, New Jersey and the 8 Hours At Daytona) and three victories (Mid-Ohio, Topeka and the 8 Hours At Daytona).

2008 WERA National Champion in 600 SuperSport and 600 Superbike. Also raced in three endurance series including AMA Pro SunTrust Moto-GT with Team M4. Finished 12th in the Mid-Ohio Superstock race and made a pair of AMA Pro SuperSport starts with a best showing of 10th at Road Atlanta.

2007 Won second consecutive Suzuki SV650 Cup. Won three WERA Championships and four AMA Sports National Championships. Nominated for the AMA Horizon Award.

2006 Suzuki SV650 Cup Champion.

2005 Recorded 25 podium finishes in 30 races in his first year as an Expert Rider.

Here are some video highlights of Dane's career and a rider profile from MotoSport.

This last video is his win at NJMP in the pouring rain.

Dane has been fondly remembered by some of the sport's greats—from MotoAmerica President Wayne Rainey: “All of us at MotoAmerica are deeply saddened at the news of Dane Westby’s passing. I watched him ride at our test last week in Texas and was impressed with his ability. He was a rising star and a rider with great potential. Our thoughts and prayers go out to his family, his team and his friends.”

Colin Edwards has posted a great deal about Dane and his support for Edward's Boot Camps. You can check out Edwards FaceBook page for all the tributes.

We wish his family the best going forward and offer our deepest condolences on their loss.

The following quote from an interview done in 2012 speaks volumes about Dane Westby and how he felt about the sport that he loved both on and off the race track. This is how we should remember Dane Westby.

From a past interview, an AMA reporter asked Westby, “What draws you to the sport? The thrill, competition or the speed?”

He responded with: “It’s a thing that I’ve found that I like the most is being able to run with some guys that are good. There are some things in my life... I’m not a boxer, wrestler or baseball player. Motorcycle racing is something that I can do. It’s a confidence booster to be able to run with some guys that are some of the best around. Motorcycles are a big thing to me in my life.

“I enjoy riding them and going fast, but my favorite part of motorcycle racing having that good battle going back and forth. Obviously, taking a first is what I want to do, and nobody wants to get second or third, but it is the thrill of racing. You have to have the ability and work for it at the same time. It being a spec series, when you win, it’s because of you and your team.”

That's prototype number 1 you see above. It has an open cabin that gives you a view of the front wheels articulating over road imperfections. It also has steering you haven't experienced since running a go-kart, and that 197-horsepower super bike engine, which is capable of 60mph in 3.5 seconds. is just right behind you.

The open cockpit with a large canopy and a windshield wiper gives you the sensation of open air, but with better bug protection. The Invader, however, is considered a motorcycle and had to meet some pretty interesting guidelines. We would liken it to a high performance Morgan for the modern world.

That lets the Culpepper, Virginia based Tanom Motors avoids numerous government regulations that are applied to modern cars. The $55,000 Invader is positioned to deliver maximum thrills for two people in a low-slung 1,140lb curb weight. The rim for the rear wheel is sectioned, widened, and then rebuilt to 20x18 dimensions to accommodate the ridiculously wide rubber.

The engine is a 1340-cc four-cylinder sourced from a Suzuki Hayabusa motorcycle, and it has a six-speed sequential transmission. Tanom purchases new complete Hayabusas' and then disassembles them for the components—therefore, making them the largest buyer of Hayabusa motorcycles in the US. What's interesting is that they sell the take off parts that aren't used through various outlets in order to recoup some operating capitol.

Check out the line of Hayabusa motors waiting for install.

Steering, gas, brake and clutch are likes a normal car's layout, and the shifting is available as a paddle or center lever. According to Tanom, a motorcycle license is needed in 45 states in order to operate the Invader. This also means that the "rider" needs to wear a helmet. The number may drop eventually as more hybrid car/motorcycle three-wheeled vehicles become available, and the laws change to accommodate them.

The Polaris Slingshot is currently on a sales hiatus while its maker sorts out problems with its steering hardware. Campagna's T-Rex has a similar layout to the Invader, while Bombardier’s Can-Am Spyder trike ride in a more traditional motorcycle position.

Except for the T-Rex, these other machines target a lower price and higher volume market. Less performance and lower specification parts allows them to be very aggressive on pricing—not to mention, the sheer size of Polaris and their bank account make the Slingshot much cheaper to develop.

Tanom's CFO Dave Young estimates that as many as 5,000 US customers a year would put an Invader in their driveways, while the Polaris Slingshot’s market segment could be in the tens of thousands a year.

Tanom offers three Invader models: the hardtop TC-3, the open-top TR-3 and the track ready R-model that comes with race spec components, upgraded engine performance, and carbon fiber to lighten the already svelte Invader (this is the one we would drive, fitted with the Brock's Performance pipe.)

Tanom does eventually plan on adding a less expensive model for those wanting to enjoy a three-wheeled vehicle and aren't concerned about the outright performance. The company is also starting with a production run of 20 models built at their headquarters in Culpeper, Virginia and Detroit, Michigan

Standing up close to the Invader as I shot pictures and watched these machines being built on the assembly line was incredible—laser levels, extensive measurements, and the attention to detail is second to none.

At $55,000, is this a vehicle for everyone? Definitely not. If you're looking for impressive performance from a track worthy road car like the KTM X-Bow, or Ariel Atom then this fits right in.

Check out the video of the Invader tearing up the roads and how it all began.

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Classified Moto's Walking Dead Custom Motorcycle - New Photoshttps://rideapart.com/articles/classified-motos-walking-dead-custom-motorcycle-new-photos
https://rideapart.com/articles/classified-motos-walking-dead-custom-motorcycle-new-photoshttps://rideapart.com/articles/classified-motos-walking-dead-custom-motorcycle-new-photos#commentsWed, 25 Mar 2015 14:45:30 -0700“You’ll always be surprised at what can happen,” said John Ryland, the founder of Classified Moto about owning a motorcycleNewsTVDesign
“You’ll always be surprised at what can happen,” said John Ryland, the founder of Classified Moto about owning a motorcycle shop.

When actor Norman Reedus of The Walking Dead contacted Classified Moto wanting them to build him a bike of his own, Ryland and his team were star struck, but they never could have imagined the greater opportunity that would soon fall into their lap.

After Reedus and Ryland got to know each other during the build of the actor’s Yamaha XV920R, Reedus texted Ryland out of the blue.

“He said he had something I was going to love,” Ryland remembered.

AMC wanted Classified to build the bike Reedus’s character, Daryl Dixon, would ride in the next season of The Walking Dead, but there was a catch—they needed two identical bikes.

“I knew right away when they said they needed two bikes, it was going to be tricky,” Ryland said.

With only six weeks to prepare the post zombie apocalypse motorcycles, compared to the twelve months Classified usually needs to finish a bike, Ryland went with the platform he and his team is the most familiar with—a 1992 Honda CB750 Nighthawk.

“Anything can happen on set...” Ryland explained.

Design

John Sanders, the prop master for The Walking Dead, worked directly with the Classified team on the requirements of the post-apocalyptic Nighthawks.

“They had really good input,” Ryland said.

Not only did the bikes have to be identical down to every last battle scar, but they also had to be quiet and reliable. Some readers who saw the video introduced last week (and posted above), asked why the way the bike sounds the way it does, and now we have an answer: it had to be quiet on the set. This meant modifying the exhaust and tuning the sound with a set of baffles. Even after the Nighthawk’s stock pipes were cut and capped with Classified’s signature nickel plated mesh, the machine still has an impressive snarl.

To make Daryl’s bike more dependable on set, Ryland and his team kicked around the idea of using a new bike with fuel injection, but with little time to prepare, Classified chose to stick with what they know best: a rebuilt, carbureted 750 with a custom billet-aluminum air box.

Although the Nighthawk was born with an electric start, which the team kept intact for reliability and production purposes, Classified attached a dummy kick starter to add to the bike's cobbled-together appearance.

The coolest feature on this bike—the one that makes me wish I was a zombie-killing superhero—is the cross-bow mount. AMC sent Daryl’s crossbow to Ryland’s shop in Richmond for the custom build. The Classified team worked a stroke of genius to make sure Daryl could draw his weapon with as little fuss as possible.

After measuring the placement of finger holes on the bow, they welded poles to a tail rack, which were padded and wrapped with hockey tape for a secure fit.

The under-seat bag on Daryl’s bike was a feature Ryland suggested to fill the empty space. Surely, a zombie-killer needs somewhere to keep his Wheaties and ammo while ripping around an abandoned city. Prior to the project with AMC, Ryland had designed the bag for Classified bikes and thought his prototype would be a perfect addition to the post-apocalypse machine.

Aside from the exhaust and the zombie-specific aesthetics, modifications to Daryl Dixon’s bike are identical to the Classified NIghthawk featured recently on RIdeApart. Daryl’s bike sports progressive reservoir shocks, a custom CNC’d air intake and Ryland’s signature Yamaha YZF-R6 front end conversion. Underneath all the war paint, the bones of a Classified bike still remain.

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You Could Win a Hemi-Head Crocker From The Mega Bike Rafflehttps://rideapart.com/articles/hemi-head-crocker-mega-bike-raffle
https://rideapart.com/articles/hemi-head-crocker-mega-bike-rafflehttps://rideapart.com/articles/hemi-head-crocker-mega-bike-raffle#commentsWed, 25 Mar 2015 09:00:13 -0700The 2015/2016 Mega Bike Raffle is kicking off and has one helluva award to give away, so turn over that couch and dive into those cushions, because you will want to buy a ticket. Or Ten. But no more than 5,000 because that’s all the tickets that are beingDailiesNewsEvent
The 2015/2016 Mega Bike Raffle is kicking off and has one helluva award to give away, so turn over that couch and dive into those cushions, because you will want to buy a ticket. Or Ten. But no more than 5,000 because that’s all the tickets that are being sold.

Ticket pricing starts at $1,000, with two costing $1,800 and three coming in at $2,500. Now, you may be thinking that is a lot of dough to through on some tickets to possibly win the #8 Hemi-Head Crocker, but there is so much more than that.

The grand prize winner will also receive $100,000 in cash, an original work of art from artists David Uhl (Uhl Studios in Denver), which is valued at $40,000 and a lifetime membership for two to Wheels Through Time. The total estimated value of the award is $500,000.

Even if you don’t win, each ticket is signed and number by Uhl and gives the purchaser and a guest a lifetime membership to Wheels Through Time. Frame it. It’s art.

The drawing will take place at the Amelia Island Concours in March, 2016 with a portion of the proceeds will go to the Amelia Island Concours foundation. So before March of next year, get those pennies to the bank and buy your ticket. You never know, you could win the Mega Bike Raffle.

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Rebirth of an American Classic: 1933 Harley-Davidson VLhttps://rideapart.com/articles/harley-davidson-vl-rebirth
https://rideapart.com/articles/harley-davidson-vl-rebirthhttps://rideapart.com/articles/harley-davidson-vl-rebirth#commentsWed, 25 Mar 2015 08:00:26 -0700What's on your motorcycle bucket list? At the top of mine was the dream of building a bike completely from scratch. Sure, I've customized and maintained many different motorcycles over the years, but none of them has ever been a complete ground up build.How ToMotorcycle HistoryExpert Advice
What's on your motorcycle bucket list? At the top of mine was the dream of building a bike completely from scratch. Sure, I've customized and maintained many different motorcycles over the years, but none of them has ever been a complete ground up build. Bolting on some chrome doodads may radically change the look of a stock bike, but it just isn't the same as putting together every nut and bolt yourself. A little over a year ago, I picked up the first two pieces of my dream bike, a set of matched 1933 Harley-Davidson VL engine cases, and starting a 14 month journey into the world of antique motorcycle restoration.

Who knows when this engine was last together, let alone in a running motorcycle. Photo by Panhead Jim.

For the uninitiated, building a vintage motorcycle can be a daunting task, especially if you want to finish it in a reasonable amount of time. I know many vintage enthusiasts who have spent 20 years (or more) buying all the correct original parts to assemble a perfect motorcycle. This process may yield a bike that looks like it just rolled out of the factory, but I knew from the start that I didn't want to wait 20 years to get my first ride. So I decided that I would buy original parts for the major components (engine, transmission, frame, front end, brakes and wheel hubs), and then finish the bike out with a combination of original or quality aftermarket parts based on availability. I can then spend the next 20 years riding the bike while I trade out aftermarket parts for original ones.

Luckily there are several companies that specialize in VL parts, which is surprising for a model that was only built from 1930-1936 and in limited numbers due to the Great Depression. Companies like Replicant Metals and Competition Distributing make small runs of parts which look and function just like the originals and are available at a reasonable price. I'm building a rider, not a museum piece, so the idea of having things like a new fuel tank and not one filled with rust and pinholes just made sense.

Another concern was the cost of building a 80+ year old motorcycle. To help keep from going into too much debt at once, I spaced the build out starting with the drivetrain and completed it before moving onto frame, wheels, etc. This plan worked fairly well until I got into assembling the motorcycle and discovered that all those parts I'd been buying needed specialty fasteners and brackets to mount to the bike. Every time I got started putting something together, there was always some oddball washer or bolt with unusual threads (Harley liked to use 1/4-24) that would shut down the whole project while I searched the internet, ordered a $3 fastener and then waited for it to arrive. Often, I just moved to a completely different part of the bike so I could keep making progress.

Old Harleys use all sorts of special fasteners and linkages. All these parts just handle the shifting linkage to the transmission. Photo by Panhead Jim.

Beginning with the engine and transmission, I really got to see what motorcycle restoration is all about and it can be summed up in one word: cleaning. By cleaning, I don't mean spraying some degreaser on it and calling it good—it's a tedious process of scrubbing with lacquer thinner, bead blasting, more lacquer thinner, warm soapy baths and lots of compressed air. The real advantage to this method is that you get to know every part very intimately. This saved my bacon on more than one occasion, the biggest being when I found a crack in the bottom of the engine case. It was easy enough to weld with the engine completely apart, but if I had missed it until after I'd finished the bike, there would be no way to fix it without removing and disassembling the engine.

If you are going to rebuild an antique motorcycle, be prepared to spend many hours working with a blast cabinet. Photo by Panhead Jim.

One thing I knew for sure was that rebuilding the motor was best left to someone with years of experience and the proper tooling to do the job right. So after cleaning and repairing all the components, I gladly sent it off to a professional. That left me to tackle the transmission, which was by far a much easier task. I enlisted the help of Tom Feeser from Replicant Metals and together we made quick work of the rebuild. There's no substitute for experience and Tom has years of it when it comes to VL's.

Experience goes a long way when rebuilding an original HD three speed transmission. Photo by Panhead Jim.

While the engine was off being rebuilt, I moved onto the frame and front end. The frame had been previously checked at a frame shop to make sure it was straight and true, so all it needed was a fresh paint job. I decided to "upgrade" from the original enamel paint to powder coating for a more durable finish and it looked so good I had the front end, rims and handlebars done to match. I'm a horrible painter, but I tackled the small parts myself and even set up a home parkerizing system. You don't hear much about parkerizing these days, but in the early 20th century it was one of the most common anti-corrosion treatments for metal parts.

A stainless steel pot and hot plate are all you need for a home parkerizing system. Photo by Panhead Jim.

As expected, the unexpected cropped up just when everything seemed to be moving along smoothly. One of my cam shafts was too worn to be used in the rebuild. This started a nationwide search for a replacement shaft that in the end resulted in a NOS cam being located after months of hunting. On the plus side, it freed up my summer for riding my panhead, which had been suffering from serious neglect due to the '33 taking up all my available time.

When I finally got the engine back, the real fun began (and still continues). I literally had piles of parts, fasteners, sheet metal, etc., and only a vague idea of how it all went together. There is a book on VL restoration logically titled "Harley-Davidson 1930-36 Big Twins: Buying, restoring and riding a VL" and without which I would have been clearly lost. Even so, there was still plenty of head scratching staring at old pictures to figure out exactly how everything pieced together. The good thing is that 1930's technology is very straightforward, and with a little patience, you can usually figure it out.

The clutch may have a lot of parts, but close inspection shows there is only one way they can be assembled. Photo by Panhead Jim.

With the project now in it's final months (hopefully), you may wonder what will happen with this bike. Will it ride from bike show to bike show on an enclosed trailer? Well, I can assure you that I'm not saving it just to ride on "sunny Sundays" or making it into a trailer queen. Instead, I plan to put some serious miles on it while I ride across the country this summer. I'll be joined by a long time friend on his 1934 VLD and we'll be riding from California to North Carolina sometime in August. Stay tuned to RideApart for updates as we cross the country, just two bikes and whatever tools/parts we can carry along. It will be an adventure of a lifetime for sure!

Special thanks to the great sponsors that have been a big part of making this build happen!